Automatic chains



I Nov. 26, 1963 .c. M. RICE AUTOMATIC CHAINS Filed April 25, 1963 3 Sheets-Sheet 1 CLIFFORD M.R1CE. BY 5" 9'2 I 4 ATTORNEY Nov. 26, 1963 c. M. m1: j 3,111,974

AUTOMATIC CHAINS Filed April 23, 1965 3 Sheets-Sheet 2 0 To BATTERY 16 INVENTOR CLLFFORD M RICE Nov. 26, 1963 c. M. RICE AUTOMATIC CHAINS Filed April 25, 1963 3 Sheets-Sheet 3 CLIFFORD M. RICE United States Patent (Mike I 3,111,974 Patented Nov. 26, 1963 3,111,974 AUTOMATIC CHAINS Clitford M. Rice, 235 Temple Trailer Village, Alexandria, Va. Filed Apr. 23, 1963, Ser. No. 275,043 7 Claims. (Cl. 152-214) This invention relates to remotely controlled skid chains for automobiles, trucks, and buses.

More particularly, the invention relates to chains carried by a tire of special tread design and which may be selectively and automatically moved from an inoperative to an operative position over the tire treads and back to an inoperative position by special mechanism controlled by the driver of the vehicle from the drivers seat.

The value of skid chains in effecting the best traction under adverse conditions has long been known, but the modern car is so low and the wheels are so shielded by the fenders that applying skid chains is far more difficult than in the early days of motoring when the wheels stood out with good clearance between the tires and the fenders. In fact, the application of chains has become so diflicult that many motorists, particularly women, will not attempt to put on chains, and if they cannot find a service station open, they are apt to drive on the hazardous slippery streets or highways, exposing themselves and others to risk of accidents and sometimes becoming stuck.

These facts, together with other factors such as: the cost of having chains put on and taken off, the fact that snow may come when all available service stations are closed, the fact that the motorist may awaken in the morning to find a heavy fall of surprise snow, the fact that the snow may prevent one from reaching any service stations, have caused many motorists to take the risks involved with substitute snow tires.

Even some snow tire users have found that snow packed down by traffic will sometimes thaw and then freeze again, causing ice on which their snow tires have such limited traction as to force them to put their chains on, or have them put on, over their snow tires.

This points up the value of being able to have chains which are carried by the tire and may be put on or oil with the flip of a switch from the drivers seat.

At present, many commuters and suburban residents are forced to travel long distances on bare pavement using chains, which not only produces a drumming noise inside the car but also creates vibrations which are hard on the car and uncomfortable for the passengers. Such use of chains is forced on this segment of the public because they need the traction provided by the chains to reach their residences, which are usually situated away from the main highway on uncleared or partially cleared roads or drives. This forced use of chains is expensive for they wear out rapidly when driven long distances on bare pavement.

Chains that will go on or off with the flip of a switch are badly needed now by suburban commuters who are dependent upon their cars for transportation, and it is a well-known fact that this is an ever-expanding group which makes it completely obvious that there is an ever-increasing need for automatically applied chains, such as provided by my invention.

Accordingly, a primary object of the invention is to provide remote control means which obviates the necessity of any labor on the part of the driver in applying and removing chains from vehicle tires which, under any circumstances, is a difficult task for the average driver and more often than not must be done out of doors in inclement weather. That is to say, the present invention will provide the driver with means for placing the chains in operative or inoperative position by the flip of a switch from the drivers seat, while the vehicle is moving, or

while it is stuck in the snow or on ice with the wheels spinning, without the necessity of getting out of the car.

A further object is to provide, at the option of the driver, a means whereby the drivers foot in touching the brake pedal will actuate the necessary mechanism to put the chains into operation automatically.

The safety factor of having the chains go on automatically as the drivers foot touches the brake pedal will contribute greatly to the safe operation of the car, truck or bus, for applying the brake is the one well-known reaction that every driver exercises when danger becomes apparent. This safety factor will allow the driver to operate his or her car, truck or bus over pavement that is partially clear of snow or ice with the reassuring knowledge that whenever the brakes are applied, the ultimate in traction will become automatically available.

In the following description, the chains in full contact with the pavement will be referred to as chains on. When the chains are placed in the deep recesses of the tire tread formation, and are held taut against the tire body so that they are prevented from contacting the pavement, thereby allowing only the rubber tire tread to contact the pavement, they will be referred to as chains off.

With these and other objects in view, which will more readily appear as the nature of the invention is better understood, the invention consists in the novel construction, combination, and arrangement of parts, hereinafter more fully described, illustrated, and claimed.

A preferred and practical embodiment of the invention is shown in the accompanying drawings, in which:

FIGURE 1 is a partial vertical sectional view looking toward the rear of the vehicle illustrating the application of the invention.

FIGURE 2 is an elevation of a diagonally grooved tire with the cross links in storage position shown in full lines and in road engaging position in dotted lines.

FIGURE 3 is a section of a wheel and tire showing part of the actuating mechanism for moving the chains from off to on position and vice versa.

FIGURE 4 is a side elevation partially in section of the vacuum interval actuating unit mounted on the differential of the vehicle.

FIGURE 5 is a bottom view of unit shown in FIG- URE 4.

FIGURE 6 is a perspective view of the control box mounted on the dashboard of the vehicle.

FIGURE 7 is a View of the control box with the front cover removed showing the control lever and related pants.

FIGURE 8 is a fragmentary view showing the connecting rod means between the vacuum interval actuating unit and the actuating mechanism shown in FIGURE 2.

FIGURES 9 and 10 are enlarged detail views of parts of the actuating mechanism shown in FIGURE 1.

FIGURES '11, l2, l3, and 14 are diagrammatic views illustrating the operation of a spring loaded latch means for maintaining the chains in oil position.

FIGURE 15 is a front elevation of a centering device for the contact wheels of the actuating mechanism.

FIGURE 16 is a side view of the device shown in FIG- URE l5, and in addition shows a portion of the track supporting sleeve on which the device is mounted.

FIGURE 17 is an enlarged view of the end of a chain cross link.

FIGURE 18 is a diagrammatic side elevational view of the mechanism associated with the brake pedal which will put the chains on when the pedal is depressed.

FIGURE 19 is a slightly enlarged cross sectional View through the casing shown in FIGURE 18.

FIGURE 20 is a fragmentary cross section taken on line 2tl20 of FIGURE 19.

FIGURE 21 is a fragmentary view, partly in section, showing application of part of the invention when it is applied to a dual wheel vehicle.

A general description of the invention as shown in the drawings is as follows:

Referring to FIGURE 1, only the pertinent portion of a conventional automotive vehicle is shown, and as usual, it includes a rear axle assembly RA having a medial differential housing H and wheels W at the outer ends thereof. Such wheels comprise the conventional hub and mounting rim for the tires T, whose tread surface is formed with diagonal parallel grooves T for receiving flexible anti-skid cross links L preferably of the chain type.

The aforesaid links have their outer ends secured in a fixed position to an annular support A carried by the outside edge of the tire rim, while the body of the link is normally stored in a related tire groove T. The inner ends of all links are connected to a. ring B, located at the inner side of the related wheel, and turning therewith. This ring constitutes a remote controlled link-manipulating means, which also is a part of actuating means designated generally as C selectively activated by the driver of the vehicle through manual control means D (FIGS. 6 and 7) located at an appropriate point on the vehicle body, as for example within reach of the dr-ivers seat.

Link Manipulating Means The ring B which turns with the tire and to which the inner ends of the links L are connected, is mounted within an annular carrier B of U-shaped cross section. This formation prov-ides spaced outer and inner walls 1, 2, which embrace the ring B and whose free ends face outwardly. The outer wall 1 has four brackets 3 secured at one end to said wall and secured at their opposite ends to member 4 which encircles the brake drum 4a. There is usually a strengthening ridge on the housing which will aid in aligning the clamp strap before it is secured by the turnbuckle type fastener 5. Adjustment means comprising springs 5a and bolts 5b permit ring B to be rotated and slide on clamp member 4 when installing the mechanism on the car wheel. This adjustment means is necessary so that the cross links will be initially placed snug in the grooves T when in the off position.

The inner periphery of the ring B is in engagement with an internal planetary rack 6. Also, at approximately 90 intervals, the carrier B is provided with pinions 7 which are in constant mesh with the rack 6.

The inner ends of the shafts 8 which carry the pinions 7 have clutch wheels 9 mounted thereon. Said wheels are provided with a friction surface on their opposite peripheral beveled edge portions which are adapted alternately to engage and disengage with related friction surfaces 9a and 91) located on oppositely disposed inclined surfaces of the flange 10 and sleeve .11, respectively, of a shiftable clutch member 12 of approximately L-shaped cross section. A circular plate 13 including a flanged peripheral collar 14 is supported on the axle housing by clamp 15. The collar 14- is provided with inclined or angular slots 16 which receive rollers 17 mounted on axle pins 13 which are carried by and are integral with sleeve 11. Thus, sleeve 11 is movably mounted on the flanged peripheral collar 14 of circular plate 13 integral with clamp which is clamped to the rear axle housing. In order to prevent dirt and road splash from contacting the mechanism just described, shields S and S are secured by bolts to the ring B as indicated in FIGURE 3.

The internal face of the sleeve 11 is provided with an arcuate rack 19 meshing with pinion 20 on rotatable shaft 21. The manner in which this shaft is controlled will be described in detail in the description of the actuating means for the cross link manipulating means. At

this point, however, it may be noted that rotary motion imparted to clutch member 12 by rack 19 and pinion 20 will also result in its lateral motion due to the roller and slot arrangement 16-47, and such lateral motion will cause clutch wheels 9 to engage with either clutch surfaces 9a or 9b, depending upon whether the chains are being put on or put into the off position. When clutch wheels 9 engage with friction surfaces 9a, and the wheel and tire are turning, the movement of ring B Will be arrested to throw the links out of the grooves T in the tire T and conversely, when clutch wheels 9 engage the friction surfaces 9b the chain links will be brought back into the grooves for storage.

FIGURE 10 is an enlarged detail of part of one of the clutch wheels 9 and its integral shaft 8. On the shaft 3, there is frictionally mounted a pinion 7 which engages the rack 6 which in turn is held in place by carrier B. The purpose of the frictional mounting of pinion 7 on shaft 8 is to provide slippage separate from the clutch wheels 9 and their contacts with the linings 9a or 9b. If this separate slippage means were not provided, the clutch wheels would soon get fiat spots worn on them when the chains became taut and the vacuum was still on.

FIGURES 11, 12, 13, and 14 are correlated and illustrate the operation of spring-loaded latch means mounted on the outerside wall of U-shaped carrier B which latches the movable anchor ring when the chains are in the off position and prevents the chains from flying outward from centrifugal force and contacting the pavement. In FIGURE 11, the pinion 7 moves the rack 6 in direction I when contact wheels 9 are rotated in one direction. This is also illustrated in FIGURE 12, and in FIGURE 12 it is evident that spring-loaded latch 89 renders the movable anchor ring 8 immovably latched to retaining U-ring B. As rack 6 moves in direction I, its shoulder 6' contacts operating arm 81 as it closes gap I, and, as shown in FIGURE 13, raises latch 80 and arm 81 out of openings 82 and 82', respectively, against the tension applied by spring 83. Rack 6 continues moving in direction K and shoulder 6' abuts shoulder 84 of the movable anchor ring B to move it the necessary distance to put the chains on. For balance, there is another similar latch on the opposite side of the retaining U-ring B which will latch the movable anchor ring B in the chains on position. So it is seen that the first motion of the rack 6 is to unlatch the movable anchor ring B and then move it to the required position to put the chains on. This is true in both directions, and as it comes to the end of its travel, it will latch and remain latched until reverse movement is ap plied to the rack 6 by pinion 7. I

FIGURE 15 illustrates a centering unit, of which there are two for each wheel assembly, mounted on opposite sides of the collar 14. The purpose of these centering units is to maintain the position of the clutch wheels 9 an equal distance from the linings 9a and 9b when they are not in contact therewith. The centering units are also of importance during the installation of the assembly since they maintain all stationary parts in proper relation to all rotating parts. The clamp member 4 is the fixed contact on the rotating brake drum, while the clamp 15 is the firm contact on the stationary axle housing. The pins 18 are secured to the sleeve 11 and the rollers 17 mounted thereon extend through the angular slots 16 in the collar 14 also contact the spring-loaded centering plates 86 and 87, which are held apart by stops 88 and 89 which are integral with collar 14. Thus, movement of sleeve 11 by the vacuum actuating unit C and related parts, will move the centering plates 86 and 87 either in direction N or O and the springs will return these centering plates to the stops 88 and 89 whenever the pressure is released, thereby returning rollers 17 and pins 18 to the center of the angular slots.

Actaating Means for the Cross Link Manipulating Means As will be seen from FIGURE 1, the cover C for concealing and protecting the actuating means for the chain link manipulating means is preferably mounted on the differential housing and has a torsion rod 21 for each wheel projecting from a slide type coupling 22 so that the invention may be readily applied to driving wheels W of different gauge. For example, as shown in FIG- URE 8, rods 21 carrying pinions 24? may have a key in the form of a square 21a which fits into the coupling 22 of non-circular cross section and this coupling in turn may have a similar key for a smiliar shaft connected with the pinion 2th for the opposite wheel. By means of this arrangement, each rod 21 is moved through a sufficient angle to actuate the pinion 20 and in turn actuate the clutch means 9, 9a, fib, 10, 11, 12.

FIGURES 4 and show the actuating unit C which includes a casing 363 having a base 31 which is bolted to a support member 32 which in turn is bolted to the vehicles diiierential housing. At one end of the housing 30 is located a vacuum supply tank 33 which is connected to the intake manifold of the vehicle by conduit 34-. At the opposite side of the tank 33 another conduit 35 is connected with a valve member 36. At the outer end of the conduit 35, a gear wheel 37 is rigidly secured. The gear wheel 37 meshes with a rack 38 forming part of the core 38a of a solenoid 39. The solenoid 39, in addition to the core 38a, includes the usual windings 49, 4-1. At the outer ends of the core 33 are secured discs 42, 43 and between each of the discs and surrounding the windings are disposed springs 44, 45. The springs tend to maintain the valve member 36 in a neutral position until activated, and return the valve member to the neutral position after each stroke of the core member whose rack imparts rotary movement to said valve 36.

When actuated by the movement of rack 38, the valve 36 communicates with a chamber 46 through ports 47, 48. Within the chamber 46 is a vane 49 mounted on a shaft 5d connected at its opposite ends with the couplings 22. The couplings in turn are connected with the torsion rods 21 leading to the pinions 29 in engagement with the segmental rack 19 which actuates the clutch mechanism 9-12.

Hand Operated Actaating Means The manually operated control means preferably includes, as shown in FIGURES 6 and 7, an operators handle movable from an off to an on position and also to an automatic position which is approximately halfway between the off and on positions just referred to. The automatic position places the device in condition to be operated; that is, to put the chains on, merely by depression of the brake pedal by the operator. The details relating to this form of operation will be described later. At this point, however, it should be noted that the control station includes a push button for operating the actuating mechanism to take the chains olf when they have been put on automatically by operation of the brake.

Referring now more specifically to the hand control of the apparatus, it will be seen from FIGURE 7 that a handle 69 has its lower end in the shape of a ball 61 which is swivelly mounted in a socket 62. The handle is guided in a substantially T-shaped slot 63 in the upper wall of the casing 64. Intermediate its ends, the handle 65 is provided with contact members 66, 67, on opposite sides thereof and on its rear face is provided with a pair of vertically aligned clip-type contact members 68, only one of which is shown in the drawings. The contact members 66, 67 cooperate with related contact members 69, 7t), located on opposite inner side walls of the casing 64-. The clip contact members 68 cooperate with the related pair of contact members dfia which are located on the rear wall of the casing 64. Beneath each of the contacts 69, 70 are located leaf spring members 71, 72 which extend beyond the plane of the contact members 69, 70 so that when the contacts 66, 67, on the handle 60 are moved over into engagement with the contacts 69, 7t), as shown in dotted lines, and pressure is released on the handle, the spring members will cause the handle to move away from the contacts 6%, 7i), to the full line position and break the electric circuit.

The purpose of the foregoing arrangement is to assure more or less momentary engagement between the handle carried contacts 66 and 70, and 67 and 69.

Assuming that the chains are in the otf position as shown in solid lines in FIGURE 2, and it is desired to put the chains on while the vehicle is in motion, the operator moves the handle 60 from the off to the on position so that the contact 67 engages contact 69, thus closing a circuit from the control box to the winding 40 of the solenoid. This causes the core 38a to move to the right in FIGURE 4, whereby the rack 38 associated therewith rotates the gear wheel 37 connected to the valve 36 in a counter-clockwise direction, opens the valve to the port 47, and uncovers port 38. With the valve in this position, communication between chamber 46 and the vacuum chamber 33 is established and atmospheric air is drawn into chamber 46 behind vane 49 through port 48. The chamber 46 retains its vacuum for a predetermined number of seconds, that is, until atmospheric air enters the chamber through vent 47'. When the solenoid is deenergized, the valve 36 returns to a neutral position. The evacuation of air from chamber 46 causes vane 49 to move in the direction of arrow V. Since the vane is connected to shaft 5i which in turn is connected with shaft 21, the rotary movement of the shaft 5%) is imparted to the link manipulating ring B through pinion 2t meshing with rack 19 carried by the internal face of sleeve 11 of the clutch mechanism.

To remove the chains, the handle 64 is moved to the off position and the sequence of operation just described is reversed. That is, the solenoid 4-1 is energized, causing valve 36 to move in a clockwise direction into communicat-ion with chamber 4-6 through port 48, which evacuates the air from the related side of the chamber and causes vane 4 to move in the direction of arrow V.

Foot Operated Actuating Means FIGURE 18 illustrates part of the mechanism which will ut the chains on as the driver puts his foot on the brake pedal and the control switch handle 6% is in automatic position. The contact pedal 1% is clamped to the brake pedal ml at one end as indicated at 102, and is clamped at its other end to the brake pedal shaft 163 as indicated at w t. The contact pedal is spring loaded at its pivot point as indicated at N5 so that it is normally urged away from contact with the brake pedal 191. A contact rod 1% is connected at one end to the pedal 10%) and has its opposite end slidably disposed in a casing 107 which houses an insulating block 198 provided with two electric contacts 199 and Hi).

When it is desired to apply the chains by brake pedal pressure rather than by moving lever 6%? to the on position shown in FIGURES 6 and 7, the driver moves lever 60 to automatic position and the first time pedal 1% is depressed as when applying the brakes, the rod 166 is moved downwardly and its end portion 106 makes a momentary contact between the electrical contacts 109 and 110, but will break the contact as it continues to move downwardly. Thus, when the contact pedal and the brake pedal are held down as on a hill, there will be no continuous contact between rod end 1% and contacts m9 and lit). Contact 109 is connected to contact 680 of the control unit while contact 110 is connected with solenoid 39. With the control switch handle 60 in automatic position, depression of the pedals 1%, 101 operates solenoid 39 which causes the actuating mechanism to put the chains on in the manner previously described. The

driver can take the chains off and be ready for the next automatic application by pressing the OFF button 75, which will operate solenoid 39.

FIGURE 19 illustrates the general layout of the automatic chains when applied to dual tires on trucks and buses. The contact wheels 9 are integral with rods 120 on which are mounted pinions 7 meshing with racks 6 which operate the movable anchor rings B.

There is one annular support A located between the dual tires to which the fixed ends of the chains are secured. The two movable anchor rings B are rotated simultaneously by the rods 120 which are actuated in the same manner as described in connection with a single wheel application. For changing a tire, the pinions 7 are on frictional mountings which are splined on the rods 120 so that they slide off as the outside tire is removed.

I claim:

1. Anti-skid apparatus for driver operated automotive vehicles, which permits placing skid chains carried by the vehicle tires into operative and inoperative position while the wheels are in motion, comprising, in combination, a pair of wheel units each including a hub having a tire mounting rim, a tire for each unit having a tread provided with diagonally disposed grooves opening at opposite sides of the tread, a cross link normally stored in each groove and within the tread surface to be out of contact with a road surface, supporting means at the outer side of each hub for anchoring the outer end of each link in a fixed position relative to said tire, cross-link manipulating means rotating with and secured adjacent the inner side of each wheel unit and having the inner end of each link connected thereto, actuating means connected with said cross-link manipulating means for automatically operating said cross-link manipulating means selectively to remove the cross-links from the storage grooves into a diagonal position relative to said grooves and across the face of the tread to engage the road surface, and to replace said links back into their related grooves, and control means at the drivers position of the vehicle connected with said actuating means for energizing said actuating means.

2. Anti-skid apparatus according to claim 1, wherein said control means is electrically connected to said actuating means, said actuating means being in valved communication with the intake manifold of the vehicle.

3. Anti-skid apparatus according to claim 1, wherein, each link has its outer end secured to an anchor ring fixed to the hub and has its inner end connected to a movable annular control ring.

4. Anti-skid apparatus according to claim 1, wherein said cross-link manipulating means includes means for locking the anchor ring to thereby retain the cross-links in position.

5. Anti-skid apparatus according to claim 1, wherein the actuating means controllable by the driver is operable by depression of the brake pedal.

6. Anti-skid apparatus according to claim 1, wherein the means controllable by the driver is operable by hand from a position on the dashboard of the vehicle.

7. Anti-skid apparatus according to claim 1 including shielding means secured to said cross link manipulating means to exclude dirt and moisture therefrom.

References Cited in the file of this patent UNITED STATES PATENTS 

1. ANTI-SKID APPARATUS FOR DRIVER OPERATED AUTOMOTIVE VEHICLES, WHICH PERMITS PLACING SKID CHAINS CARRIED BY THE VEHICLE TIRES INTO OPERATIVE AND INOPERATIVE POSITION WHILE THE WHEELS ARE IN MOTION, COMPRISING, IN COMBINATION, A PAIR OF WHEEL UNITS EACH INCLUDING A HUB HAVING A TIRE MOUNTING RIM, A TIRE FOR EACH UNIT HAVING A TREAD PROVIDED WITH DIAGONALLY DISPOSED GROOVES OPENING AT OPPOSITE SIDES OF THE TREAD, A CROSS LINK NORMALLY STORED IN EACH GROOVE AND WITHIN THE TREAD SURFACE TO BE OUT OF CONTACT WITH A ROAD SURFACE, SUPPORTING MEANS AT THE OUTER SIDE OF EACH HUB FOR ANCHORING THE OUTER END OF EACH LINK IN A FIXED POSITION RELATIVE TO SAID TIRE, CROSS-LINK MANIPULATING MEANS ROTATING WITH AND SECURED ADJACENT THE INNER SIDE OF EACH WHEEL UNIT AND HAVING THE INNER END OF EACH LINK CONNECTED THERETO, ACTUATING MEANS CONNECTED WITH SAID CROSS-LINK MANIPULATING MEANS FOR AUTOMATICALLY OPERATING SAID CROSS-LINK MANIPULATING MEANS SELECTIVELY TO REMOVE THE CROSS-LINKS FROM THE STORAGE GROOVES INTO A DIAGONAL POSITION RELATIVE TO SAID GROOVES AND ACROSS THE FACE OF THE TREAD TO ENGAGE THE ROAD SURFACE, AND TO REPLACE SAID LINKS BACK INTO THEIR RELATED GROOVES, AND CONTROL MEANS AT THE DRIVER''S POSITION OF THE VEHICLE CONNECTED WITH SAID ACTUATING MEANS FOR ENERGIZING SAID ACTUATING MEANS. 